Railway draft rigging

ABSTRACT

A railway car coupler having its butt end pivotally connected by a vertically extending cylinderical pivot pin to the forward ends of the two vertically spaced arms of a horizontal yoke housing a conventional draft gear and flat faced front follower has a butt end surface of extended width with a flat central surface portion of at least 4-1/2 inches width extending perpendicularly to the longitudinal axis of the coupler and tangentially joining at each side with corresponding convexly curved relieved contour side end extensions for rocking engagement with the front follower with minimal wear therebetween while also providing effective alignment control means for the coupler.

United States Patent 1 1 Metzger 1 RAILWAY DRAFT RIGGING William J.Metzger, East Cleveland, Ohio [73] Assignee: Midland-Ross Corporation,

Cleveland, Ohio 221 Filed: Oct. 10, 1973 211 App]. No.: 405,075

[75] Inventor:

[S2] U.S. Cl. 213/69 [5 1] Int. Cl. B6lg 9/00 [58] Field of Search2l3/50, 50.5, 62, 64, 67, 2l3/69 [56] References Cited UNITED STATESPATENTS 2,889,940 6/l959 Metzger 2l3/69 3,568,857 3/l97l Altherr 2l3/067X 1 Apr. 8, 1975 Primary E.raminerM. Henson Wood, Jr. AssistantExaminerkm A. Church Attorney, Agent, or Firm-Henry Kozak [57] ABSTRACTA railway car coupler having its butt end pivotally connected by avertically extending cylinderical pivot pin to the forward ends of thetwo vertically spaced arms of a horizontal yoke housing a conventionaldraft gear and flat faced front follower has a butt end surface ofextended width with a flat central surface portion of at least 4-%inches width extending perpendicularly to the longitudinal axis of thecoupler and tangentially joining at each side with correspondingconvexly curved relieved contour side end extensions for rockingengagement with the front follower with minimal wear therebetween whilealso providing effective alignment control means for the coupler.

10 Claims, 11 Drawing Figures RAILWAY DRAFT RIGGING BACKGROUND OF THEINVENTION This invention relates in general to railway draft riggingand, more particularly. to a draft rigging embodying alignment controlmeans for the associated railway vehicle.

The A.A.R. (American Association of Railroads) standard E coupler ingeneral use at present on railroad cars in freight service in the US. isprovided with a shank terminating in a butt end housed within the headportion of a yoke and connected thereto by a horizontal cross keypassing through horizontally extending slots in the coupler shank andthe yoke head. The butt end of the coupler shank is provided with arearwardly facing flat butt end surface having a width of approximately5-: inches and disposed perpendicularly to the longitudinal axis of thecoupler. During buffing operations this flat butt end surface abutsagainst an opposing flat face on the front follower plate of anassociated draft gear assembly housed within the yoke to transmit thebuffing forces to the draft gear for absorption thereby.

It is a known fact that such standard cross key type coupler and yokearrangements do not provide ideal bearing surfaces during all pullingand buffing operations in service, especially when couplers are inlaterally displaced angled position. In such angled positions, thecoupler shank has undesirable corner bearings against the cross keyduring pulling operations and against the front follower in buffingoperations. The wear resulting from the concentrated load thus appliedat such times at the corner in the rear end of the key slot in thecoupler shank and at the coupler butt end requires costly reclamationprocedures to maintain the bearing surface. This is particularlyimportant due to the fact that the bearing surface between the rear endof the key slot in the coupler shank and the cross key is minimal, beingonly about 8.05 inches. For another thing, the car alignment controlaction provided by such standard horizontal cross key type couplerarrangements for E couplers is not anywhere near as effective asdesired, it being considerably less effective in this regard, forexample, then that afforded by the present standard F couplerarrangements where the coupler is diplaced more than about 2 inches fromits normal centered position on the car. Consequently, derailments offreight cars equipped with such standard hori zontal cross key typecoupler arrangements are more apt to occur in present day freight trainservice in view of the greatly increased tractive and starting forceswhich are provided by the diesel locomotives generally employed for suchservice and which permit longer and higher tonnage freight trains.

The above mentioned and other undesirable conditions characteristic ofthe standard horizontal cross key type coupler-yoke arrangementsemployed for standard E type couplers therefore dictate that an improvedform of coupler and yoke arrangement be devised for such applicationwhich will obviate all these undesirable conditions. The need for suchan improvement is further dictated by the fact that the almost universaladoption of diesel locomotives for freight train service with theirincreased tractive and starting forces that permits longer and highertonnage trains has outmoded further continued use of the presentstandard horizontal cross key yoke arrangement both in principle andstrength characteristics.

SUMMARY OF THE INVENTION It is an object of the invention therefore toprovide a novel and improved railway coupler shank and yoke assemblywhich overcomes all the above mentioned disadvantages.

Another object of the invention is to provide an improved railwaycoupler shank and yoke assembly of simple and inexpensive constructionand affording effective alignment control means for the associatedrailway vehicle.

Still another object of the invention is to provide a novel couplershank and yoke assembly for railway vehicles having increased strengthand increased load bearing areas with resultant reduced wear andmaintenance costs.

A further object of the invention is to provide a railway coupler andyoke assembly which embodies the improved construction referred to aboveand which is directly applicable to all existing freight cars.

Briefly stated, in accordance with one aspect of the invention, arailway coupler having its butt end pivotally connected by a verticallyextending cylindrical pivot pin to the head portion of a horizontal yokefor horizontal swing movement of the coupler relative thereto, has itsbutt end surface comprised of a flat central surface portion ofsubstantial horizontal width disposed perpendicularly to thelongitudinal axis of the coupler and tangentially joining at each sidewith corresponding convexly curved relieved contour side end extensionsfor rocking engagement with a flat faced front follower ofan associateddraft gear assembly at contact points therebetween so located relativeto the longitudinal center line of the coupler that buffing forcesapplied to the coupler in any horizontally displaced position thereof onthe vehicle up to at least 3- /5; inches are directed toward the centerof the vehicle along force lines which intersect the vehicle center lineat points rearwardly of the pivot center of the adjacent wheel truck ofthe vehicle. A coupler shank and yoke assembly is thereby provided whichnot only incorporates highly effective alignment control means for thecoupler mounting but which at the same time is characterized by a simpleand inexpensive construction possessing increased bearing surface areasand resulting reduced wear thereof in service.

Further objects and advantages of the invention will appear from thefollowing detailed description of species thereof and from theaccompanying drawings.

BRIEF DESCRIPTION OF THE DRAWING In the drawing:

FIG. 1 is a plan view of a railway coupler and yoke arrangementcomprising the invention, partly in section on the line l1 of FIG. 2;

FIG. 2 is a side elevation of the coupler and yoke arrangement shown inFIG. 1, partly in section on the line 22 of FIG. 1;

FIG. 3 is a vertical section taken on the line 33 of FIG. 2;

FIG. 4 is a plan view on an enlarged scale of the butt end portion ofthe coupler comprising the invention and the cooperating front followerof an associated draft gear assembly;

FIG. 5 is a plan view, partly in section, of an A.A.R. standard type Ecoupler and yoke arrangement shown partly in horizontal section throughthe key slot of the coupler and with the coupler in its maximumlaterally displaced angled position on an associated railway car;

FIG. 6 is a plan view similar to FIG. 5 of a coupler and yokearrangement comprising the invention showing the coupler in its maximumlaterally displaced position on the railway car;

FIG. 7 is a plan view, partly in section, ofthe butt end portion of anA.A.R. standard Type E coupler showing the extent to which an associatedfront follower and draft gear are compressed when the coupler ishorizontally displaced an angle of 5 from its normal centered positionon an associated railway car;

FIG. 8 is a view similar to FIG. 7 but showing instead the butt endportion of a coupler comprising the invention horizontally displaced acorresponding 5 angle;

FIG. 9 is a plan view, partly in section, of another form of theinvention embodied in an engine pilot coupler;

FIG. 10 is a plan view, partly in section, of the embodiment illustratedin FIG. 9 but with the coupler shown in a laterally displaced positionof an associated locomotive; and

FIG. 21 is a plan view on an enlarged scale of the butt end portion ofthe engine pilot coupler shown in FIGS. 9 and 10.

DESCRIPTION OF THE PREFERRED EMBODIMENTS Referring to FIGS. 14, theinvention is therein illustrated as embodied in an A.A.R. Standard Etype railway coupler 10 of cast steel and comprising the conventionalhead portion 12 and projecting shank portion 14. The coupler I0 ismounted on an end ofa strandard railroad car body with its shank portion14 projecting into the end of the customary center sill 16 of the carbetween the spaced longitudinal extending side walls 18 thereof and withits head portion 12 projecting outwardly therefrom. The coupler shank 14projects through an opening 20 in a conventional steel striker casting22 secured within the end of the center sill l6, and it rests on theusual steel carrier casting 24 supported on the striker casting 22within the opening 20 thereof.

The coupler 10 is arranged to cooperate at its inner or butt end portion26 with a conventional type draft gear assembly 28 which comprises theusual steel front follower 30 and a draft gear as indicated by thecrossed dotdash lines 32 and which is compressed between the customaryfront and rear stop lugs 34 and 36, respec tively, secured to the carcenter sill l6 and forming therewith the draft gear pocket. The draftgear assembly 28 is housed between the upper and lower vertically spacedhorizontally extending arms 38 and 40, respectively. of a vertical planecast steel yoke 42 mounted within and extending longitudinally of thecar center sill 16 between the two side walls 18 thereof and resting atits bottom side on a pair of spaced support plates 43 secured to thecenter still. The yoke 42 is positioned in the center sill 16 with itsclosed or bight end 44 innermost for engagement with the inner end ofthe draft gear assembly 28 during draft movements of the coupler l0 andyoke 42 to absorb the pulling force on the coupler, and with its openhead end 46 facing outwardly toward the open end of the center sill andstraddling the butt end portion 26 of the coupler shank 14. The butt endsurface 48 of the coupler 10 engages with the flat front face 50 of thefront follower 30, during buffing movement of the coupler, to effect thecompression of the draft gear 32 and absorption of the buffing forceapplied to the coupler. The portions of the two yoke arms 38, 40comprising the head end 46 of the yoke are tied together at theiropposite sides, and only at their forwardmost ends, by a pair ofrelatively narrow side walls or tie struts 52 extending longitudinallyof the yoke arms.

For increased strength purposes, the portions of the yoke arms 38, 40extending rearwardly from the head end 46 of the yoke are made ofincreased crosssectional area compared to that of the standard Y40 yokepresently employed with A.A.R. standard Type E couplers. To this end,these yoke arm portions 38, 40, while having the same l-Va inchthickness as the corresponding arm portions of the standard Y40 yokes,are

made of the greater 5-% inch width employed for the yoke arms of thestandard Y45 yoke presently used with A.A.R. standard Type FInterlocking couplers instead of the smaller 5 inch width employed forthe yoke arms of the standard Y40 yoke. Likewise, for purposes of addedstrength, the yoke arms 38, 40 widen to a width of at leastapproximately 8-% inches at the region of the front follower 30 andthroughout the length of the head end 46 of the yoke, compared to theapproximate 7-"/a inch width of the yoke arms of a standard Y40 yoke atthe region immediately forward of the front follower.

In the standard horizontal cross-key type coupleryoke arrangementpresently employed for A.A.R. Standard *E" type couplers, the couplerand yoke are interconnected by a horizontal steel key 54 (FIG. 5)extending crosswise of the car center sill 16 through aligned horizontalslots 56 and 58, respectively, located in the shank 60 of the E typecoupler 62 and in the side walls 64 of the head end portion 66 of thestandard Y40 yoke 68, and through slots 70 in the side walls 18 of thecenter sill l6 and striker casting 22. As mentioned hereinabove, suchhorizontal cross-key type coupler-yoke arrangements do not provide idealbearing surfaces during all pulling and buffing operations in service.Thus, when the coupler 62 is in a horizontally angled position as shownin FIG. 5, the coupler shank 60 has undesirable corner bearing againstthe cross key 54 during pulling operations as indicated at 72, andagainst the front follower 30 in buffing operations as indicated at 74.The concentrated load thus applied at these corner bearings consequentlyresults in a relatively high rate of wear thereof and shank shorteningsuch as requires costly reclamation procedures to maintain the bearingsurfaces.

In the coupler and yoke arrangement according to the invention, thecoupler 10 is pivotally connected at its butt end 26 to the head end 46of the yoke 42 by a vertically extending cylindrical steel pivot pin 76,for horizontal swing movement or swiveling of the coupler relative tothe yoke about a vertical pivot axis P intersecting the longitudinalcenter line A of the interconnected coupler and yoke. The pivot pin 76is of large enough diameter to provide an adequate bearing surface withthe coupler and the yoke. To this end, a pivot pin 76 having a diameterof about 3 1% inches, for example, is satisfactory for the purposes ofthe invention.

The pivot pin 76 is located in the butt end 26 of the coupler shank 14with its axis P located a distance of about 4 inches back from the buttend surface 48 of the coupler shank l4, and it is received withinaligned openings 78 and 80, respectively, located in the coupler buttend 26 and in the forward end portions of the yoke arms 38 and 40forming the yoke head 46. As is customary in pivotally interconnectedcoupler and yoke arrangements, the pin-receiving openings 78 and 80 aremade slightly oversize in diameter, e.g., by about A: inch, in order tofreely receive the pivot pin 76 during the assembly of the coupler andyoke. The opening 78 is also slightly elongated in the direction of thecoupler longitudinal axis A, e.g., by about 5/32 inch, so as to be ofslightly oval shape to provide clearance for assuring application by thecoupler of all buffing forces to the front follower 30 rather than tothe pivot pin 76 such as might possibly result in the breakage thereof.The pivot pin 76 is retained in place in the coupler butt end and yokearms against dropping out therefrom by a bar-shaped retainer key 82which is mounted on and extends horizontally across the underside of thehead end 46 of the yoke 42 and at least partially underlies the lowerend of the pivot pin. The retainer key 82 is mounted in a support lug 84depending from the underside of the head end portion of the lower arm 40of the yoke 41, and it is locked place in the support lug 84 by a headportion 86 (FIG. 3) formed on the key at one end and by a cotter pin 88inserted in the other end of the key that projects outwardly from thelug 84. The pivot pin 76 is prevented from creeping upwardly in thepin-receiving openings 78 and 80, under the influence of the impacts andvibrations to which it is subjected in service, and projecting above theupper side of the head end 46 of the yoke 42 so that it could strikeagainst the back end of the striker casting 22 during pull movement ofthe coupler 10 and so prevent full travel of the draft gear 32, by a pinretainer plate or bar 90 which extends horizontally across the upperside of the head end 46 of the yoke 42 and at least partially over thepin-receiving opening 80 therein so as to over lie the pivot pin. Thepin retainer plate 90 is welded at its opposite ends to the yoke headend, as indicated at 92 in FIG. 3.

Further in accordance with the invention, the butt end surface 48 of thecoupler 10 is formed ofa particular contour which, in combination withthe pivotal interconnection of the coupler and yoke as described above,operates to provide, in opposed abutting cooperation with a conventionaltype from follower 30 of simple flat-faced form as shown, not onlygreatly increased coupler bearing surfaces during buffing operation inall positions of the coupler on the railway vehicle or car withresulting decreased coupler wear and maintenance cost, but also as wellhighly efficient alignment control means for the vehicle. Referring toHQ 4 in particular, the butt end surface 48 according to the inventionis comprised of a relatively wide flat central portion 94 extendingperpendicularly to and centered about the longitudinal axis A of thecoupler l0 and having a width of at least approximately 4-% inches, andtangentially joining at each side with correspondingly convexly curvedrelieved contour side end portions or extensions 96 of appreciablelateral extent for rocking engagement with the front follower 30 onhorizontal swing movement or angling of the coupler about its verticalpivot axis P. The curved side end portions 96 are relieved at theiroutermost ends a distance of at least about 5/32 inch back from thevertical B-B of the flat central surface portion 94 and their outermostends are spaced at least about 3 inches from the longitudinal centerline A of the coupler to provide, along with the flat central surface94, an overall butt end surface width of at least about 7- /2 inches.The curved side end portions 96 each have a lateral extent of at leastabout one-sixth or 16-95 percent of the overall width of the couplerbutt end surface 48.

In the case of the particular coupler butt end 26 illustrated in FIGS.1-4 for use on A.A.R. standard Type E couplers for freight car service,the flat central surface portion 94 of the coupler butt end surface 48is of a width of about 5 inches and the tangentially adjoining curvedside end portions or extensions 96 are curved on a radius of about 5inches and terminate at points located about 3% inches from thelongitudinal axis A of the coupler. The butt end surface 48 thus has anoverall width of about 7- /2 inches and the curved side end portions 96each have a lateral extent of about 1- /4 inches amounting toapproximately one-sixth or 16% percent of the overall width of thecoupler butt end surface 48. The 7-9: inch overall width of this buttend sur face 48, coupled with its height or vertical depth ofapproximately 6% inches, provides an appreciable total bearing surfacearea of around 48 square inches for transmission of the buffing forcesto the front follower 30 as compared to the approximate 34- /2 squareinches of the butt end surface of the present Type E coupler Thisrepresents very nearly a 40% increase in the total butt end bearingsurface area for the coupler according to the invention. Also in thecase of the particular coupler butt end construction 26 shown in FIGS.1-4, it is provided with vertical side walls 98 extending forwardly ofthe coupler from the outer terminal points of the curved side endportions 96 of the butt end surface 48 in a direction approximatelyparallel to the longitudinal axis A of the coupler and terminating atcorre sponding points located approximately on or only slightly beyond,e.g., around l inch or so forwardly of, the vertical plane C whichpasses through the pivot axis P of the coupler and extendsperpendicularly to the longitudinal axis A thereof. From these forwardpoints, the side walls 98 of the coupler butt end 26 taper in wardly andforwardly at a slight angle, for example. from 10 to 15 or so to thelongitudinal axis A of the coupler, as shown in 100 in FIGS. 1 and 4, tomeet with the slightly outwardly and forwardly tapering side wallportions 102 of the coupler shank 14 which join with the coupler head12.

Referring to FIGS. 1 and 6, it will be seen that the head end portion 46of the yoke 42 within which the butt end 26 of the coupler is receivedis entirely open at its opposite sides except for the narrow tie struts52 which. as shown, are located entirely forwardly of the pivot axis Pof the coupler 10. The open sides of the yoke head end 46 thus provideroom for the accommo dation therein of the corners of the butt end 48 ofthe coupler, when it swivels about its pivot axis P in service, so asnot to be interfered with by the yoke, Also for such purpose and asshown in FIGS. 1 and 6, the vertical inner side 104 of the yoke tiestruts 52 which extend parallel to the longitudinal axis A of the yoke42, are spaced apart a distance of around 7-% inches, which is slightlygreater than the 7- /2 inch maximum width of the coupler butt endportion 26, and are flared out at their forwardmost ends as indicated at106, to permit the coupler 10 to swing horizontally, withoutinterference, to its limiting laterally displaced position ofapproximately 4-% inches, as determined by the engagement of the sides102 of the coupler shank 14 with the sides of the striker casting 22 onthe railway car or vehicle. Thus, the butt end portion 26 of the couplerl and its butt end surface 48 nearly fill the yoke head opening acrossits width between the inner side walls 104, the 7-/& inch widthdimension of the butt end portion 26 being almost 97 percent of thewidth of the yoke head opening.

Besides affording substantially increased bearing surfaces during bothpull and buff operations in all positions of the coupler on the railwaycar or vehicle and eliminating undesirable corner bearings withresulting reduced wear and shank shortening and reduced maintenancecost, the coupler and yoke assembly comprising the invention, though ofextremely simple and inex pensive construction, also provides at thesame time a highly efficient alignment control means for the car withconsequent improved safety against derailments. FIGS. and 6 provide acomparison of the effectiveness of the alignment control means affordedby the present standard horizontal crosskey type E60 coupler 62 and Y40yoke 68 arrangement (FIG. 5) versus that provided by the coupler andyoke arrangement comprising the invention (FIG. 6). FIG. 5 illustratesthe condition which exists in the present standard crosskey typecoupler-yoke arrangement when the coupler is in its maximum laterallydisplaced position which, in present freight cars, amounts to 3- /3inches at its coupling center point, without the coupler shank 14contacting the side of the striker casting 22. In this maximum displacedposition of the coupler 62, the yoke 68, as shown, is angled relative tothe car center line L to a maximum position, as determined by theengagement of its forward head end 66 with the striker casting 22 withinthe car center sill l6 and the engagement of its rearward end with oneof the rear stop lugs 36 on the center sill. Under the conditions shownin FIG. 5, the contact point 74 between the coupler butt end surface andthe front face 50 of the front follower is so lateraliy spaced from thelongitudinal center line L of the car that the force line f representingthe direction of a buffing force F applied to the coupler 62 when insuch angled position and passing through the aforementioned contactpoint is directed at an angle a of around 3 to, and intersects, the carcenter line L at a point X forwardly of the vertical pivot axis T of thecar truck (not shown), and its exerts a lateral force component l on thetruck tending to push it sideways off the track and derail it which isequal to F sin a, or approximately 0.0523F in the case of the particular3 angled force line f This distance of the intersection point Xforwardly of the truck center or pivot point T and resultant lateralforce component I of the buffing force F tending to cause a derailment,increases as the coupler is laterally displaced further than shown inFIG. 5 to contact the side of the striker casting 22, such as mightoccur after wear of the coupler and yoke and other parts in service.

With the improved coupler and yoke arrangement according to theinvention and as shown in FIG. 6, however, the contact point between thecoupler butt end surface 48 and the front face of the follower 30 is solaterally spaced from the car center line L that the force line f ofbuffing forces F applied to the coupler 10 when angled to the samedegree as the 3-% inch maximum lateral displacement of the presentstandard cross-key type coupler and yoke arrangement shown in FIG. 5 andpassing through such contact point is directed at an appreciablyshallower angle b of around l or so to, and intersects, the car centerline L at a point (not shown) a considerable distance to the rear of theadjacent car truck center pivot axis T. Consequently, it exerts alateral force component I' on the adjacent car truck tending to push itsideways off the track equal to only 0.0175F, which is of considerablyless magni tude, i.e., around 67 percent less than that exerted by t thestandard cross-key coupler and yoke arrangement under equivalentconditions. In the coupler and yoke arrangement according to theinvention, moreover, the coupler 10 has a maximum lateral displacement,at its coupling center point, as determined by the engagement of thecoupler shank 14 with the side of the striker casting 22, amounting toabout 4-% inches, which is approximately 1 inch or 28 percent greaterthan that of the coupler of a standard cross-key type coupler and yokearrangement. Even in such substantially greater maximum displacedposition, however, of a coupler comprising the invention, the contactpoint between the coupler butt end surface 48 and the front follower isso laterally spaced from the car center line L that the force linej" ofbuffing forces F" applied by the coupler to the adjacent car truck andpassing through such contact point is directed at an angle c to thecenter line L of the car of around 2-% or so which is still less thanthe approximate 3 angle of the coupler ofa standard cross-key typecoupler and yoke arrangement when in its maximum laterally displacedposition, and it also intersects the car center line L at a point (notshown) located an appreciable distance to the rear of the center pivotpoint T of the adjacent car truck. The lateral force component 1'' ofsuch a Z-Vz" angled buffing force F" which is applied to an adjacent cartruck and tends to push it sideways off the track is therefore equal toapproximately 0.0436F, or around l7 percent less than that applied by astandard crosskey type coupler and yoke arrangement in its maximumlaterally displaced position ofonly 3-% inches. It will be evident fromthe above, therefore, that the coupler and yoke arrangement according tothe invention provides greatly improved car alignment to preventderailment as compared to that provided by the standard cross-key type Ecoupler and Y40 yoke arrangement in general use at present in freightcar service.

Referring to FIG. 5, it will be noted that with the present standardcross-key type coupler-yoke arrangement, when the coupler 62 is angledor swiveled to its limiting 3-% inch horizontally displaced position,the yoke 68 must be horizontally angled to its limiting angular positionwithin the side walls 18 of the car center sill 10 in order to allow thecoupler 62 to swing to such maximum displaced position. With the couplerand yoke arrangement according to the invention, however, as shown inFIG. 6, the yoke 42 remains in its central position longitudinallyaligned with the car longitudinal center line L when the coupler isangled to its maximum, i.e., 4-% inch, horizontally displaced position,thus avoiding wear between the yoke and the embraced draft gear 32 andbottom support plates 43 for the yoke.

In addition to the above enumerated advantages, the coupler and yokearrangement comprising the invention also possesses the added advantageover the pres ent standard cross-key type coupler and yoke arrangementof requiring considerably less effort to manually displace the couplerfrom its normal centered position on the freight car such as is oftenperformed by railroad yardmen in the coupling together of freight cars.FIGS. 4 and 5 illustrated the comparative conditions which obtain whenthe coupler is displaced, for example, through an angle of 5 from itsnormal centered position. It will be noted that, in the case of thestandard cross-key type arrangement (FIG. 7 the contact point indicatedat 108 between the coupler shank 62 and cross key 54, and between thecoupler butt end 110 and front follower 30 as indicated at 112 producesan are R the longitudinal component c1 of which, representing the extentof compression of the draft gear 32 and therefore the amount of effortrequired to swing the coupler through the 5 arc, is of considerablemagnitude amounting to a distance of about /32 inch. in the case of theimproved coupler and yoke arrangement (FIG. 8) according to theinvention, however, the contact between the coupler butt end 48 and thefront follower produces an are R, as determined by the contact point114, the longitudinal component (1' of which is of much smallermagnitude, amounting to a distance of only about 7/32 inch whichrepresents the extent of compression of the draft gear 32 by the coupler10 when swung through an arc of 5. Thus, the amount of effort or forcerequired to manually displace the standard cross-key coupler and yokearrangement through an arc of 5 is more than twice that of the couplerand yoke arrangement according to the invention, the ratio of therelative amounts of effort required for such a coupler displacementbeing approximately 2.14 to 1. Moreover, this ratio increases to aslight extent as the arc of coupler swing movement is increased, itbeing approximately 2.23 to 1 for a 10 horizontal swing of the coupler,for example.

An added feature of the particular coupler and yoke constructionaccording to the invention is that it is directly applicable to allfreight cars presently equipped with standard horizontal key type yokeswithout any change required in the car structure itself. Thus,installation of the improved coupler and yoke construction in suchexisting freight cars is a relatively simple operation and can beaccomplished at nominal cost. Also, because of the added strength of thecoupler shank l4 and yoke 42 as compared to that of the present standardhorizontal cross-key type coupler and yoke employed for Type E couplers,the coupler and yoke construction according to the invention is bettersuited to the increased tractive and starting effort which ischaracteristic of diesel locomotives and which permits the use of longerand higher tonnage trains.

FIGS. 9-l1 illustrate the application of the invention to a diesellocomotive pilot coupler 120 of cast steel and comprising a standardType E coupler head portion 122 with a shank portion 124. Such couplersat present are generally provided with alignment control means either ofthe so-called solid type as disclosed in Metzger US. Pat. No. 2,832,476or of the plunger type as disclosed in Metzger US. Pat. No. 2,754,978,the latter being the more efficient and more generally employed type.Such plunger type alignment control arrangements comprise a pair ofplungers fitted laterally apart within the yoke head, and aligning wingsprojecting from the opposite sides of the coupler butt end on thecoupler shank and adapted to engage with the plungers on lateraldisplacement of the coupler to effect a compression of the draft gear.Such a construction necessitates a comparatively long yoke head, addedweight, and increased manufacturing cost such as the required cleaningand gaging of the steel castings to assure a proper fit. Thesedisadvantages are obviated by the improved locomotive coupler and yokearrange ment comprising the invention.

Referring to FIG. 9. the coupler is shown mounted on an end of astandard locomotive underframe with its shank portion 124 projectinginto the end of the customary sill structure 126 of the locomotivebetween the laterally spaced side walls 128 and 130 thereof. The buttend portion 132 of the coupler shank 124 projects into and is housedwithin the head end portion 134 of a vertical plane cast steel yoke 136between the upper and lower arms 138 and 140 thereof and between theside walls or struts 142 which tie the yoke arms 138, 140 together atthe head end 134 of the yoke. As shown, the yoke 136 is mounted withinthe sill structure 126 in a position extending longitudinally thereofbetween the side walls 128, 130 of the sill structure for longitudinalmovement therein, and it houses between its arms 138, 140 a draft gearassembly 144 received in draft gear pocket 146 in the sill structure 126and comprised of a draft gear of any conventional type, as indicated bythe crossed dot-dash lines 148, compressed between front and rearfollower members 150 and 152 respectively. The follower members 150, 152are of simple flatfaced form made from steel bar stock, and they areforced against front and rear stop lugs 154 and 156 on the sillstructure 126 by the compressive force of the draft gear 148.

As is .customary in conventional locomotive coupler and yokeconstructions, the coupler 120 is pivotally connected at its butt end132 to the head end portion 134 of the yoke 136 by a verticallyextending cylindrical steel pin 158 for the transmission of pullingforces to the yoke and for lateral swinging movement of the couplerrelative to the yoke about a vertical pivot axis P located on thelongitudinal center line A of the coupler 120 which center line, in thenormal centered position of the coupler on the locomotive sill structure126, coincides with the longitudinal center line L (FIG. 10) of thelocomotive. The pivot pin 158 is located in the butt end portion 132 ofthe coupler shank 124 with its pivot axis P located a distance of about4 inches, e.g., 3-31/32 inches in the particular case illustrated (FIG.11), back from the flat central portion 160 of the butt end surface 162of the coupler, and it extends through vertically aligned openings inthe upper and lower arms 138 and 140 of the yoke head end 134 andthrough an opening in the coupler butt end 132. The pivot pin 158 isretained in place against dropping out of the yoke arms 138, 140 andcoupler butt end 132 by the conventional bar-shaped retainer key (notshown) which extends across the underside of the lower yoke arm 140 andbeneath the bottom end of the pivot pin, and is secured in place withinsupport lugs (not shown) depending from the lower arm 140 of the yoke atits head end 134.

Draft movements of the coupler 120 are transmitted to the yoke 136through the pivot pin 158, and by the yoke to the rear follower 152 inthe conventional manner, to effect the compression of the draft gear 148so as to absorb the pulling force on the coupler. Buffing movements ofthe coupler 120 are transmitted by the butt end surface 162 of thecoupler shank 124 to the opposing flat front face 164 of the frontfollower 150, against which the butt end surface 162 abuts during suchbuffing impacts, to effect the compression of the draft gear 148 andabsorption of the buffing forcev In accordance with the invention, thebutt end surface 162 of the coupler 120, like that of the butt endsurface 48 of the coupler in FIGS. 14, is formed of a particular contourwhich, in combination with the pivotal interconnection of the couplerand yoke and in opposed abutting cooperation with the flat-faced frontfollower 150, operates to provide a coupler and yoke assembly which notonly is of considerably simpler and less expensive construction than thepresent standard plunger type coupler and yoke arrangements employed onlocomotives but which at the same time affords an alignment controlmeans which is practically just as efficient as that afforded by suchplunger-type arrange ments. Referring to FIG. 11 in particular, the buttend surface 162 according to the invention is comprised of therelatively wide flat central portion 160 extending perpendicular to andcentered about the longitudinal axis A of the coupler 120 and having awidth in this particular case of approximately 4-/% inches, andtangentially joining at each side with corresponding convexly curvedrelieved contour side end portions or extensions 166 of appreciablelateral extent for rocking engagement with the front follower 150 onhorizontal swing movement or angling of the coupler about its verticalpivot axis P. The curved side end portions 166 terminate. in thisembodiment of the invention, at points D located about /32 inch backfrom the vertical plane B--B of the flat central surface portion 160 andspaced about 4-% inches from the longitudinal center line A of thecoupler to provide, along with the flat central surface portion 160, anoverall butt end surface width of about 9 inches. The curved side endportions 166 thus each have a lateral extent of about 2-% inches or 26percent of the overall width of the coupler butt end surface 162.Together with its height or vertical depth of approximately 6% inches,the 9-% inch width butt end surface 162 provides a total bearing surfacearea of around 48 square inches for transmission of the buffing forcesto the front follower 150 as compared to the approximate 27% projectedsquare inch bearing surface area of the present standard plunger typelocomotive pilot coupler and yoke arrangement. This represents anincrease of approximately 74 percent in the effective bearing surfacearea of the coupler butt end for transmission of buffing forces to thefront follower 150.

To afford smooth swinging action of the coupler 120 during the fullrange of the lateral displacement thereof. the convexly curved side endportions 166 of the butt end surface 162 are of a contour essentiallyconstituted by a compound curved formed by a plurality of differentradii. In the particular case illustrated (FIG. 11 these compound curvecontour portions are each formed by several successive radii of about 1inch, 34 inches, and l-% inches. for example, leading outwardly awayfrom and tangent to the flat central portion 160 of the coupler butt endsurface 162 and joining at its outer end with a short tangent outer endportion 168 which terminates at the points D which, as indicated above,are located approximately 15/32 inch back from the plane B-B ofthe flatcentral portion 160 of the butt end surface 162 and approximately 4inches laterally to one side of the longitudinal center line A of thecoupler. The outermost one of these three radii, i.e., the l-%111Cl1radius, is centered at a point located approximately 1-31/32 inches backfrom the plane 13-3 of the flat central portion 160 of the cou pler buttend surface 162 and approximately 3 inches laterally to one side of thelongitudinal center line A of the coupler. Also in the case of theparticular coupler butt end construction 132 shown in FIGS. 9-11, it isprovided with vertical side walls 170 of reverse curve contour whichextend forwardly of the coupler from the outer terminal points D of thecurved side portions 166 of the coupler butt end surface 162 andtangential join with and narrow down to the reduced width, for example,8 inch width, parallel side wall portions 172 of the coupler butt endportion 132 at the re gion abreast of the pivot pin opening therein.Forwardly of the pivot axis P ofthe coupler shank 124, the side wallsthereof gradually narrow down as indicated at 174 to meet with theslightly outwardly and forwardly tapering side wall portions 176 of thecoupler shank which project outwardly from the yoke head end portion 134and join with the coupler head 122.

As will be evident from FIG. 9, the head end portion 134 of the yoke 136within which the butt end portion 132 of the coupler is received isentirely open at its opposite sides except for the relatively narrow andthinwalled tie struts 142 which join the two yoke arms 138, M0 togetherat their forwardmost ends. The open sides of the rearmost region of theyoke head end 134 thus provide room for the accommodation of the cornersD of the butt end 162 of the coupler 120 when it swivels about its pivotaxis P' in service, so as not to be interfered with by the yoke. To thisend, the rearward extents of the tie struts 142 terminate at points suchas to permit the coupler 120 to swing to the required standard 19laterally displaced position, as fragmentarily shown in dot-dash linesin FIG. 10 and as determined by the engagement of the coupler shank 124with the striker casting 178 on the locomotive sill structure 126,without the side wall portions 170, 172 of the coupler shank strikingagainst the tie struts 142. Also, like the coupler 10 in FIGS. l-4, thebutt end portion 132 of the coupler 120 and its butt end surface 162nearly fill the yoke head opening across its width between the sidewalls 142. Thus, in the particular case illustrated, the approximate 8inch width dimension of the coupler butt end portion 132 across its sidewalls 172 amounts to around percent of the approximate 10 inch width ofthe yoke head opening, while the approximate 9-% inch overall widthdimension of the coupler butt end surface 162 represents around percentof the width of the yoke head opening.

The locomotive pilot coupler and yoke arrangement shown in FIGS. 9-11,although of similarly simple and inexpensive construction as in the formof the invention shown in FIGS. 1-4, also provides at the same time ahighly efficient alignment control means for the locomotive forpreventing derailments thereof which is practically just as efficient asthat afforded by present standard plunger-type locomotive pilot couplerand yoke arrangements. Referring to FIG. 10, it will be seen that abuffing force E applied to the coupler when laterally displaced 4- /2inches at its coupling center point is applied by the butt end surface162 of the coupler to the follower at a contact bearing locatedapproximately 3-% inches laterally from the longitudinal center line Lof the diesel locomotive. Thus, the force line e of the buffing force Epasses through this contact point and is directed at a very slight anglein of around l-% to and intersects the locomotive center line L at apoint (not shown) a considerable distance to the rear of the verticalpivot axis of the forward or adjacent truck thereof so that it exerts alateral or derailing force component 1" thereon which amounts only toapproximately 0.03E. In comparison, buffing force applied to a standardplunger-type locomotive pilot coupler and yoke arrangement is applied tothe front follower thereof at a contact bearing point locatedapproximately 3-"/a inches laterally from the locomotive center line Land the force line of such a buffing force passing through such contactpoint is directed at a similarly slight angle of around 1 to the centerline L. Thus the difference between the lines of buffing forceapplication to the locomotive at 4-/& inches lateral couplerdisplacement is so insignificant that the alignment control action ispractically just as effective with either coupler arrangement, itaffording ample protection against derailment in either case.

As shown in FIG. 9, a slight clearance of approximately l/32 inch, forexample, is provided between the flat central surface portion 160 of thecoupler butt end surface 162 and the flat front face 164 of the frontfollower 150 in the normal centered position of the coupler 120 on thelocomotive. This amount of clearance permits up to around 2 inches totalfree lateral displacement of the coupler 120 at its coupling line, i.e.,1 inch to either side of its normal centered position on the locomotive,for manual coupler positioning operations.

From the description above, it will be apparent from the locomotivepilot coupler and yoke arrangement comprising the invention and shown inFIGS. 9-11 pro vides a construction which, while affording alignmentcontrol action which is practically just as efficient as that providedby conventional plunger-type locomotive pilot coupler and yokearrangements, at the same time embodies a yoke head which iscomparatively short and simple in design and also results in an assemblyof considerably reduced weight and comparatively low manufacturing cost.

The 3-% inch lateral displacement of the freight car couplers l and 62shown in FIGS. and 6, and the 4 k inch lateral displacement of theengine pilot coupler 120 shown in FIG. 10, correspond to the degree ofhorizontal angling of these couplers which has generally been consideredto be the minimum standard amount required for these couplers in theirrespective service applications. Within these ranges ofcoupler lateraldisplacement, the lines of buffing forces applied to the couplers 10 or120 comprising the invention will in every case intersect thelongitudinal center line of the vehicle at points located to the rear ofthe pivot center of the adjacent car or locomotive truck and thusprovide the improved alignment control action in accordance with thepurposes of the invention.

It will be evident from the above description of the embodiments shownin FIGS. 1-4 and 9-1] that the invention provides a railway coupler andyoke assembly which, although of simple and inexpensive construction, atthe same time possesses substantially increased bearing surfaces duringpull and buff operations in all positions of the coupler on the car withresulting reduced coupler wear and reduced maintenance cost and inaddition provides highly efficient car alignment control means andimproved safety against derailments. Moreover, the improved coupler isapplicable to all freight cars having present standard type cross-keyand yoke arrangements without the need of any modification to the carstructure, and it also affords improved manual coupler displacement.

What is claimed is:

l. A coupler and yoke assembly for a railway vehicle having a sillstructure with front and rear stop lugs and a draft gear assemblymounted in said sill structure between said stop lugs and including afront follower with a flat vertical front face, a yoke mounted in saidsill structure and comprising vertically spaced arms extendinglongitudinally of said sill structure and housing said draft gearassembly, said yoke having a head portion located forwardly of saidfront stop lugs, a railway coupler having a shank portion with a buttend portion housed within said yoke head, a vertically extendingcylindrical pin pivotally connecting said coupler shank at its butt endand to said yoke head for horizontal swiveling of the coupler relativeto the yoke, said coupler having a vertical butt end surface opposed tosaid front follower for abutting engagement with the said flat frontface thereof, said butt end surface comprising a flat central surfaceportion perpendicular to the longitudinal axis of the coupler and beingof substantial width transversely of said coupler axis, said flatcentral surface portion tangentially joining at each side withcorresponding convexly curved side end portions relieved away from saidfollower face, said curved end portions being adapted for rockingengagement with said front follower, on horizontal swiveling of thecoupler, at contact points so laterally spaced from the longitudinalcenter line of the vehicle that a buffing force applied to the coupler,when the latter is in any horizontally displaced position up to at least3-73 inches, is directed toward the center of the vehicle along a forceline which passes through said contact points and intersects the saidvehicle center line at a point rearwardly of the pivot center of theadjacent car truck of the vehicle.

2. A coupler and yoke assembly as specified in claim 1 wherein the saidbuffing force line extends at an angle of less than 3 to thelongitudinal center line of the vehicle.

3. A coupler and yoke assembly as specified in claim 1 wherein the saidcurved side end portions of the coupler butt end surface are relieved attheir outermost ends a distance of at least about 5/32 inch back fromthe plane of said flat central surface portion.

4. A coupler and yoke assembly as specified in claim I wherein the saidcoupler butt end surface has an overall horizontal width of at leastabout 7- /5 inches and its said flat central surface portion has ahorizontal width of at least approximately 4-% inches.

5. A coupler and yoke assembly as specified in claim 3 wherein the saidcoupler butt end surface has an overall horizontal width of about 7inches and the said flat central surface portion thereof has ahorizontal width of about 5 inches.

6. A coupler and yoke assembly as specified in claim 5 wherein the saidconvexly curved side end portions of the coupler butt end surface arecurved on a radius of about 5 inches.

7. A coupler and yoke assembly as specified in claim 1 wherein the saidcoupler is an engine pilot coupler and the horizontal extent of each ofthe said convexly curved relieved side end portions of the coupler buttend surface amounts to at least about 25 percent of the overallhorizontal width thereof.

8. A coupler and yoke assembly as specified in claim 1 wherein the saidcoupler is an engine pilot coupler and its said butt end surface has anoverall horizontal width of about 9-% inches.

9. A coupler and yoke assembly as specified in claim 8 wherein the saidflat central surface portion of its butt end surface has a horizontalwidth of about 4-Vz inches.

central surface portion.

1. A coupler and yoke assembly for a railway vehicle having a sillstructure with front and rear stop lugs and a draft gear assemblymounted in said sill structure between said stop lugs and including afront follower with a flat vertical front face, a yoke mounted in saidsill structure and comprising vertically spaced arms extendinglongitudinally of said sill structure and housing said draft gearassembly, said yoke having a head portion located forwardly of saidfront stop lugs, a railway coupler having a shank portion with a buttend portion housed within said yoke head, a vertically extendingcylindrical pin pivotally connecting said coupler shank at its butt endand to said yoke head for horizontal swiveling of the coupler relativeto the yoke, said coupler having a vertical butt end surface opposed tosaid front follower for abutting engagement with the said flat frontface thereof, said butt end surface comprising a flat central surfaceportion perpendicular to the longitudinal axis of the coupler and beingof substantial width transversely of said coupler axis, said flatcentral surface portion tangentially joining at each side withcorresponding convexly curved side end portions relieved away from saidfollower face, said curved end portions being adapted for rockingengagement with said front follower, on horizontal swiveling of thecoupler, at contact points so laterally spaced from the longitudinalcenter line of the vehicle that a buffing force applied to the coupler,when the latter is in any horizontally displaced position up to at least3-5/8 inches, is directed toward the center of the vehicle along a forceline which passes through said contact points and intersects the saidvehicle center line at a point rearwardly of the pivot center of theadjacent car truck of the vehicle.
 2. A coupler and yoke assembly asspecified in claim 1 wherein the said buffing force line extends at anangle of less than 3.degree. to the longitudinal center line of thevehicle.
 3. A coupler and yoke assembly as specified in claim 1 whereinthe said curved side end portions of the coupler butt end surface arerelieved at their outermost ends a distance of at least about 5/32 inchback from the plane of said flat central surface portion.
 4. A couplerand yoke assembly as specified in claim 1 wherein the said coupler buttend surface has an overall horizontal width of at least about 7-1/2inches and its said flat central surface portion has a horizontal widthof at least approximately 4-1/2 inches.
 5. A coupler and yoke assemblyas specified in claim 3 wherein the said coupler butt end surface has anoverall horizontal width of about 7-1/2 inches and the said flat centralsurface portion thereof has a horizontal width of about 5 inches.
 6. Acoupler and yoke assembly as specified in claim 5 wherein the saidconvexly curved side end portions of the coupler butt end surface arecurved on a radius of about 5 inches.
 7. A coupler and yoke assembly asspecified in claim 1 wherein the said coupler is an engine pilot couplerand the horizontal extent of each of the said convexly curved relievedside end portions of the coupler butt end surface amounts to at leastabout 25 percent of the overall horizontal width thereof.
 8. A couplerand yoke assembly as specified in claim 1 wherein the said coupler is anengine pilot coupler and its said butt end surface has an overallhorizontal width of about 9-1/2 inches.
 9. A coupler and yoke assemblyas specified in claim 8 wherein the said flat central surface portion ofits butt end surface has a horizontal width of about 4-1/2 inches.
 10. Acoupler and yoke assembly as specified in claim 9 wherein the saidconvexly curved side end portions of the coupler butt end surface arecontoured essentially along a compound curve which is formed bysuccessive radii leading from the said flat central surface portion ofabout 1 inch, 34 inches, and 1-3/4 inches and the outermost ends ofwhich are relieved a distance of about 15/32 inch back from the plane ofsaid flat central surface portion.